EP2602135B1 - Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control - Google Patents
Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control Download PDFInfo
- Publication number
- EP2602135B1 EP2602135B1 EP11425290.1A EP11425290A EP2602135B1 EP 2602135 B1 EP2602135 B1 EP 2602135B1 EP 11425290 A EP11425290 A EP 11425290A EP 2602135 B1 EP2602135 B1 EP 2602135B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- air temperature
- air
- temperature
- measured
- evaporator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/32—Cooling devices
- B60H1/3204—Cooling devices using compression
- B60H1/3205—Control means therefor
- B60H1/321—Control means therefor for preventing the freezing of a heat exchanger
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B49/00—Arrangement or mounting of control or safety devices
- F25B49/02—Arrangement or mounting of control or safety devices for compression type machines, plants or systems
- F25B49/022—Compressor control arrangements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00007—Combined heating, ventilating, or cooling devices
- B60H1/00021—Air flow details of HVAC devices
- B60H2001/0015—Temperature regulation
- B60H2001/00171—Valves on heaters for modulated liquid flow
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating [HVAC] devices
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H2001/00928—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a secondary circuit
Definitions
- the present invention relates to the control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control.
- automotive air conditioning systems can be grouped into two categories, according to the way in which a cold airflow, obtained by cooling an external or recycled airflow, is reheated before being supplied to the cabin of the motor vehicle, exploiting the heat released by a heat transfer fluid constituted by the internal combustion engine coolant.
- Air Conditioning Reheating In air conditioning systems belonging to the first category, which is known as "Air Mixing Reheating", the cold airflow is reheated by totally or partially mixing it, in a mixer equipped with a selector flap that can be operated either manually by a Bowden cable or automatically by an electrical actuator, with a hot airflow from a liquid/air heat exchanger, in which the internal combustion engine coolant is caused to flow.
- the internal combustion engine coolant flow is subject to flow rate variations which are consequent upon engine speed changes, which consequently cause undesired cabin air temperature variations, which are detrimental to the thermal comfort perceived by the occupants.
- the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature are altogether or partly mitigated by automatically controlling the position of the selector flap of the mixer, if it is automatically controlled, while in the second category of air conditioning systems, the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature are altogether or partly mitigated by automatically controlling the flow rate regulation solenoid valve for the internal combustion engine coolant.
- air conditioning systems in which air reheating is based on internal combustion engine coolant flow control are considerably more expensive than those in which air reheating is based on air mixing and are consequently normally mounted only on high-end motor vehicles, whilst air conditioning systems in which air reheating is based on air mixing are normally mounted on economy to mid-range motor vehicles.
- GB 2 297 634 A discloses a vehicle air-conditioning apparatus including bypass means for forming a bypass duct to allow the air which has passed through an evaporator to bypass an heater core, opening/closing means for opening and closing the bypass duct, and refrigerant control means for switching between a supply state in which refrigerant is supplied to the evaporator to a stop state in which the supply of the refrigerant to the evaporator is stopped based on a temperature of air having just passed through the evaporator.
- the bypass duct is closed for a first predetermined time period by control means with the opening/closing means. In this way, it is possible to prevent the foggy air from being generated.
- the Applicant showed the willingness to identify solutions that allow costs to be reduced for automotive air conditioning systems in which air reheating is based on internal combustion engine coolant flow control, so as to result in them being also exploitable on economy to mid-range motor vehicles.
- the objective of the present invention is to provide an automotive air conditioning system in which air reheating is based on internal combustion engine coolant flow control and in which manufacturing costs are sufficiently reduced to justify mounting even on economy to mid-range motor vehicles.
- an automotive air conditioning system is provided, as defined in the appended claims.
- the present invention originates from the idea of checking the possibility of reducing the cost of automotive air conditioning systems in which air reheating is based on internal combustion engine coolant flow control by using flow rate regulating proportional solenoid valves with lower performance, in terms of response speed and precision, and consequently less expensive than those used up until now in the known automotive air conditioning systems.
- this technical solution is the subject of the European patent EP-B1-1 996 417 in the name of the Applicant, and essentially provides for switching the operating state (on/off) of the compressor of the air cooling circuit when the air temperature downstream of the evaporator of the air cooling circuit exhibits a predetermined relation with a threshold temperature that is computed based on the cabin air temperature set by the occupants of the motor vehicle by using the traditional temperature setting devices (knobs and buttons) in the motor vehicle cabin.
- this technical solution contemplates that the compressor is caused to operate in on/off mode and is switched on when the evaporator air temperature rises above the threshold temperature, to avoid condensed water on the surface of the evaporator from freezing and causing the blockage of part of the heat exchange surface, and is switched off when the evaporator air temperature drops below the threshold temperature.
- the threshold temperature can be just one for both switching on and switching off the compressor or can be differentiated and separated into a compressor switch-on threshold temperature and a switch-off threshold temperature, depending on whether or not it is intended to provide hysteresis between the switching on and switching off of the compressor.
- the threshold temperature is not fixed but depends on the set cabin air temperature according to laws that differ depending on whether the air conditioning system is manually controlled, i.e. equipped with a temperature regulation knob mechanically connected to selector flap of the air mixer by a Bowden cable, or is automatically controlled.
- the threshold temperature is increased, conveniently linearly, as the set cabin air temperature increases within a first range of values corresponding to a cabin air cooling, and then decreased, conveniently linearly, as the set cabin air temperature increases within a second range of values corresponding to an cabin air heating.
- the threshold temperature is varied inversely proportionally to the difference between the outlet air temperature and the set cabin air temperature, such that it increases as the difference decreases.
- Figure 1 shows an air conditioning system, referenced as a whole by reference numeral 1, for a motor vehicle 2 (schematically shown), in particular a road motor vehicle equipped with an internal combustion engine 3, and in which air reheating is based on the internal combustion engine coolant flow control.
- air conditioning system 1 essentially comprises an air cooling circuit 4 and an air heating circuit 5 configured to cooperate in conditioning the motor vehicle's cabin air.
- Air cooling circuit 4 comprises, in succession, a compressor 7, a condenser 8, an expansion valve 9 and an evaporator 10 connected by a pipe 11 inside which a coolant flows such as ammonia, chloromethane or sulphur dioxide, known halocarbons such as Freon (for example R11, R12, R114 or R134a), or other substances such as carbon dioxide and hydrocarbons such as propane.
- a coolant such as ammonia, chloromethane or sulphur dioxide, known halocarbons such as Freon (for example R11, R12, R114 or R134a), or other substances such as carbon dioxide and hydrocarbons such as propane.
- Compressor 7 is of an electrically controlled type and can alternatively be of a fixed displacement type or a variable displacement type with internal control and equipped with a clutch; it is arranged in the engine bay 12 and is driven by the internal combustion engine 3 via a belt (not shown).
- the condenser 8 is also arranged in the engine bay 12, at the front of the motor vehicle 2, close to the radiator 13 of the motor vehicle 2, so as to be impinged by the external air that impinges on the radiator 13 when the motor vehicle 2 is moving.
- the evaporator 10 is usually arranged in the cabin 6 of the motor vehicle 2, next to the firewall 14 that separates the engine bay 12 from the cabin 6 of the motor vehicle 2.
- the task of the compressor 7 is to compress the coolant in a vapour state at the outlet of the evaporator 10, so as to raise temperature and pressure thereof.
- the coolant from the compressor 7 is then caused to flow through the condenser 8, where it yields heat to the air that flows through it, cooling down and condensing, and consequently passing from the gaseous state to the liquid state.
- the coolant is then caused to flow through the expansion valve 9, where it is further cooled and partially returns to the vapour phase.
- the coolant is caused to flow through the evaporator 10, where it absorbs heat from the air that flows through it, which cools down and is blown into the cabin 6 of the motor vehicle 2 by a blower fan 15 associated with the evaporator 10. In this way, the coolant heats up, passing again to the vapour state, and again being supplied to the compressor 7, in this way recommencing the above-described cycle.
- Air heating circuit 5 comprises a heater 16 in the form of a liquid/air heat exchanger, which is arranged inside the cabin 6 of the motor vehicle 2, next to the evaporator 10 of the air cooling circuit 4, and in the example shown is arranged downstream of the evaporator 10 with respect to the direction of the airflow generated by the blower fan 15 associated with the evaporator 10, and is fluidically connected to the internal combustion engine 3, through a proportional flow rate regulating solenoid valve 17, to receive part of the coolant of the internal combustion engine 3, the remaining part of which is caused to flow, through a thermostatic valve, in the radiator 13 of the motor vehicle 2.
- a heater 16 in the form of a liquid/air heat exchanger, which is arranged inside the cabin 6 of the motor vehicle 2, next to the evaporator 10 of the air cooling circuit 4, and in the example shown is arranged downstream of the evaporator 10 with respect to the direction of the airflow generated by the blower fan 15 associated with the evaporator 10, and is fluidically connected to the internal combustion engine 3, through a proportion
- the coolant of the internal combustion engine 3 is caused to flow in the heater 16 and in the radiator 13 via a pump 19 driven by the internal combustion engine 3 via a belt (not shown).
- the radiator 13 is associated with an electrically operable radiator fan 20 to exchange heat between the coolant flowing through the radiator 13 and the external air that impinges on the radiator 13 when the motor vehicle 3 is moving.
- the heating circuit further comprises a bypass branch 21 arranged so as to bypass the heater 16 and the flow rate regulation solenoid valve 17 and along which the coolant of the internal combustion engine 3 flows when the flow rate regulation solenoid valve 17 is closed.
- a bypass branch 21 arranged so as to bypass the heater 16 and the flow rate regulation solenoid valve 17 and along which the coolant of the internal combustion engine 3 flows when the flow rate regulation solenoid valve 17 is closed.
- air conditioning system 1 comprises an electronic control system 22 comprising:
- the electronic control unit 27 is programmed to implement the following functional blocks:
- the electrical command for the blower fan 15 associated with the evaporator 10 and computation of the target outlet air temperature T OSP they are such as to achieve the target cabin air temperature T CSP using, for example, two types of strategy, the first which regulates the target outlet air temperature T OSP after having maximized utilization of the blower fan 15 associated with the evaporator 10, and the second which regulates utilization of the blower fan 15 associated with the evaporator 10 after having maximized the effect of the regulation of the target outlet air temperature T OSP .
- the electrical command for the blower fan 15 associated with the evaporator 10 is conveniently generated based on a stored look-up table (LUT), which is a database structured so as to associate with each control signal from the PID regulator 30, an electrical command for the blower fan 15 associated with the evaporator 10 that causes optimal airflow inside the cabin 6 to facilitate reaching the target cabin air temperature T CSP .
- LUT stored look-up table
- the target outlet air temperature T OSP is conveniently computed based on the external air temperature T EXT , the set cabin air temperature T CSP and a stored look-up table (LUT), which is a database structured so as to associate a component of the target outlet air temperature T OSP with each control signal from the PID regulator 30, so as to contribute to reaching the target cabin air temperature T CSP .
- LUT stored look-up table
- FIG. 3 A functional block diagram of a possible embodiment of the actuator manager 32 is shown in Figure 3 by way of non-limitative example.
- the actuator manager 32 comprises the following functional blocks:
- the electrical regulation commands for the flow rate regulation solenoid valve 17 and the electrical on/off commands for the compressor 7 are voltage signals and can be either analogue or digital and, in the latter case, are conveniently pulse width modulated (PWM).
- the electrical on/off commands for the compressor 7 are generated based on the outcome of a comparison of the measured evaporator air temperature T EVAP with a on/off threshold temperature T T .
- each electrical on/off command is such as to cause the switching on of the compressor 7 when the measured evaporator air temperature T EVAP rises above the on/off threshold temperature T T and the switching off when the measured evaporator air temperature T EVAP drops below the on/off threshold temperature T T .
- the on/off threshold temperature T T can be just one for both switching on and switching off the compressor 7, or can be differentiated and separated into an on threshold temperature T TON and an off threshold temperature T TOFF for the compressor 7, depending on whether or not it is intended to provide hysteresis between the switching on and switching off of the compressor 7, and is a function of the set cabin air temperature T CSP according to laws that differ depending on whether the air conditioning system 1 is manually or automatically controlled.
- the on/off threshold temperature T T is increased, conveniently linearly, as the set cabin air temperature T CSP increases within a first range of values corresponding to a cabin air cooling, and then decreased, conveniently linearly, as the set cabin air temperature T CSP increases within a second range of values corresponding to a cabin air heating.
- the on/off threshold temperature T T is varied inversely proportionally with respect to the difference between the measured outlet air temperature T OUT and the set cabin air temperature T CSP , so as to rise as the aforesaid difference drops.
- the on/off threshold temperature T T is downwardly floored to a constant lower floor temperature, for example 3°C, so as to prevent the evaporator 10 from freezing, and upwardly floored to an upper floor temperature conveniently computed based on a stored look-up table (LUT), which is a database structured so as to associate with each value of the measured external air temperature T EXT a corresponding upper floor temperature, so as to ensure that the air downstream of the evaporator 10 has a humidity degree lower than a threshold degree.
- LUT stored look-up table
- Figure 4 shows, by way of non-limitative example, a functional block diagram of a different embodiment of the actuator manager 32.
- the actuator manager 32 comprises the following functional blocks:
- Figure 5 shows two sets of graphs that represent the time developments of some quantities of the air conditioning system 1, in particular the internal combustion engine speed and coolant temperature T COOL , the measured evaporator air temperature T EVAP , the measured outlet air temperature T OUT and the electrical regulation command for the flow rate regulation solenoid valve 17, the comparison of which allows the evident benefits that implementation of the present invention renders achievable (graphs on the right) to be appreciated with respect to the case where the present invention is not applied (graphs on the left).
- the previously described process can also affect the regulation of the compressor 7 when the change in the internal combustion engine speed is such as to cause, in addition to the variation in the measured outlet air temperature T OUT , a variation in the measured cabin air temperature T CAB as well.
- the PID regulator 30 and the decider 31 causes a lower target outlet air temperature T OSP to be computed and, as a consequence, the compressor 7 is controlled to minimize the difference between the target and measured outlet air temperatures T OSP and T OUT .
- the look-up table 44 outputs a corresponding correction for the target outlet air temperature T OSP and a corresponding correction application duration, so as to cause the evaporator air temperature T EVAP to decrease to a value consistent with the estimate of the variation in outlet air temperature T OUT induced by the change in the internal combustion engine speed, such that the measured outlet air temperature T OUT is not affected by the change in the internal combustion engine speed.
- the present invention enables flow rate regulation solenoid valves with lower performance, in terms of response speed and precision, and consequently less expensive, to be used for the internal combustion engine coolant flow control, thereby resulting in the costs of the air conditioning systems being sufficiently reduced to enable their use even on economy to mid-range motor vehicles.
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Air-Conditioning For Vehicles (AREA)
Description
- The present invention relates to the control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control.
- As is known, automotive air conditioning systems can be grouped into two categories, according to the way in which a cold airflow, obtained by cooling an external or recycled airflow, is reheated before being supplied to the cabin of the motor vehicle, exploiting the heat released by a heat transfer fluid constituted by the internal combustion engine coolant.
- In air conditioning systems belonging to the first category, which is known as "Air Mixing Reheating", the cold airflow is reheated by totally or partially mixing it, in a mixer equipped with a selector flap that can be operated either manually by a Bowden cable or automatically by an electrical actuator, with a hot airflow from a liquid/air heat exchanger, in which the internal combustion engine coolant is caused to flow.
- Instead, in air conditioning systems belonging to the second category, which is known as "Coolant Flow Control Reheating", the cold airflow is reheated directly by means of a liquid/air heat exchanger in which the internal combustion engine coolant is caused to flow, and the flow rate of which is regulated by means of a proportional flow rate regulating solenoid valve.
- As the internal combustion engine coolant is caused to flow by a pump driven by the internal combustion engine, in both of the above-mentioned categories of air conditioning systems, the internal combustion engine coolant flow is subject to flow rate variations which are consequent upon engine speed changes, which consequently cause undesired cabin air temperature variations, which are detrimental to the thermal comfort perceived by the occupants.
- In the first category of air conditioning systems, the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature are altogether or partly mitigated by automatically controlling the position of the selector flap of the mixer, if it is automatically controlled, while in the second category of air conditioning systems, the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature are altogether or partly mitigated by automatically controlling the flow rate regulation solenoid valve for the internal combustion engine coolant.
- However, in this second category of air conditioning systems, effective mitigation of the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature requires the use of flow rate regulation solenoid valves that must be compliant with severe technical specifications, above all in terms of response speed and precision, and that, for this reason, are relatively expensive and therefore significantly impact on the final cost of the air conditioning system and, as a consequence, of the motor vehicle.
- For this reason, air conditioning systems in which air reheating is based on internal combustion engine coolant flow control are considerably more expensive than those in which air reheating is based on air mixing and are consequently normally mounted only on high-end motor vehicles, whilst air conditioning systems in which air reheating is based on air mixing are normally mounted on economy to mid-range motor vehicles.
-
GB 2 297 634 A - For various reasons, the Applicant showed the willingness to identify solutions that allow costs to be reduced for automotive air conditioning systems in which air reheating is based on internal combustion engine coolant flow control, so as to result in them being also exploitable on economy to mid-range motor vehicles.
- The objective of the present invention is to provide an automotive air conditioning system in which air reheating is based on internal combustion engine coolant flow control and in which manufacturing costs are sufficiently reduced to justify mounting even on economy to mid-range motor vehicles.
- According to the present invention, an automotive air conditioning system is provided, as defined in the appended claims.
-
-
Figure 1 shows a block diagram of an automotive air conditioning system; -
Figure 2 shows a general functional block diagram of the operations performed by an electronic control unit of the automotive air conditioning system shown inFigure 1 ; -
Figures 3 and4 shows detailed functional block diagrams of the operations performed by one of the functional blocks shown inFigure 2 , according to different embodiments; and -
Figure 5 shows time developments of quantities of the automotive air conditioning system shown inFigure 1 . - The present invention originates from the idea of checking the possibility of reducing the cost of automotive air conditioning systems in which air reheating is based on internal combustion engine coolant flow control by using flow rate regulating proportional solenoid valves with lower performance, in terms of response speed and precision, and consequently less expensive than those used up until now in the known automotive air conditioning systems.
- As it was to be expected, just using lower performance internal combustion engine coolant flow rate regulation solenoid valves obviously resulted in a reduction in mitigating the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature.
- However, in-depth research carried out by the Applicant has resulted in discovering and experimentally verifying that the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature can nevertheless be effectively mitigated, or even completely cancelled, by using a technical solution specifically developed and patented by the Applicant for achieving a radically different objective in air conditioning systems belonging to the first category, i.e. air conditioning systems in which the cold airflow is reheated by mixing it with a hot airflow, namely reducing energy consumption of these air conditioning systems and, as a consequence, fuel consumption of motor vehicles equipped with these air conditioning systems.
- Therefore, it has been possible to experimentally establish that this technical solution enabled effective compensation of the reduction in mitigating the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature consequent upon adoption of flow rate regulation proportional solenoid valves with lower performance in terms of response speed and precision.
- In particular, this technical solution is the subject of the European patent
EP-B1-1 996 417 in the name of the Applicant, and essentially provides for switching the operating state (on/off) of the compressor of the air cooling circuit when the air temperature downstream of the evaporator of the air cooling circuit exhibits a predetermined relation with a threshold temperature that is computed based on the cabin air temperature set by the occupants of the motor vehicle by using the traditional temperature setting devices (knobs and buttons) in the motor vehicle cabin. - In particular, this technical solution contemplates that the compressor is caused to operate in on/off mode and is switched on when the evaporator air temperature rises above the threshold temperature, to avoid condensed water on the surface of the evaporator from freezing and causing the blockage of part of the heat exchange surface, and is switched off when the evaporator air temperature drops below the threshold temperature. The threshold temperature can be just one for both switching on and switching off the compressor or can be differentiated and separated into a compressor switch-on threshold temperature and a switch-off threshold temperature, depending on whether or not it is intended to provide hysteresis between the switching on and switching off of the compressor.
- Moreover, unlike the prior art prior to the above-mentioned patent, the threshold temperature is not fixed but depends on the set cabin air temperature according to laws that differ depending on whether the air conditioning system is manually controlled, i.e. equipped with a temperature regulation knob mechanically connected to selector flap of the air mixer by a Bowden cable, or is automatically controlled.
- Broadly speaking, in a manually controlled air conditioning system, the threshold temperature is increased, conveniently linearly, as the set cabin air temperature increases within a first range of values corresponding to a cabin air cooling, and then decreased, conveniently linearly, as the set cabin air temperature increases within a second range of values corresponding to an cabin air heating.
- Instead, in an automatically controlled air conditioning system, the threshold temperature is varied inversely proportionally to the difference between the outlet air temperature and the set cabin air temperature, such that it increases as the difference decreases.
- The present invention will now be described in detail with reference to the attached figures to enable a skilled person to embody it and use it. Various modifications to the described embodiments will be readily appreciated by skilled persons, and the generic principles described herein can be applied to other embodiments and applications without departing from the scope of protection of the present invention, as defined in the appended claims. Therefore, the present invention is not be considered as limited to the embodiments described and illustrated, but be conceded the broadest scope of protection consistent with the principles and characteristics described and claimed herein.
-
Figure 1 shows an air conditioning system, referenced as a whole byreference numeral 1, for a motor vehicle 2 (schematically shown), in particular a road motor vehicle equipped with aninternal combustion engine 3, and in which air reheating is based on the internal combustion engine coolant flow control. - In particular,
air conditioning system 1 essentially comprises an air cooling circuit 4 and anair heating circuit 5 configured to cooperate in conditioning the motor vehicle's cabin air. - Air cooling circuit 4 comprises, in succession, a compressor 7, a
condenser 8, an expansion valve 9 and anevaporator 10 connected by apipe 11 inside which a coolant flows such as ammonia, chloromethane or sulphur dioxide, known halocarbons such as Freon (for example R11, R12, R114 or R134a), or other substances such as carbon dioxide and hydrocarbons such as propane. - Compressor 7 is of an electrically controlled type and can alternatively be of a fixed displacement type or a variable displacement type with internal control and equipped with a clutch; it is arranged in the engine bay 12 and is driven by the
internal combustion engine 3 via a belt (not shown). Thecondenser 8 is also arranged in the engine bay 12, at the front of themotor vehicle 2, close to theradiator 13 of themotor vehicle 2, so as to be impinged by the external air that impinges on theradiator 13 when themotor vehicle 2 is moving. Theevaporator 10 is usually arranged in the cabin 6 of themotor vehicle 2, next to the firewall 14 that separates the engine bay 12 from the cabin 6 of themotor vehicle 2. - The task of the compressor 7 is to compress the coolant in a vapour state at the outlet of the
evaporator 10, so as to raise temperature and pressure thereof. The coolant from the compressor 7 is then caused to flow through thecondenser 8, where it yields heat to the air that flows through it, cooling down and condensing, and consequently passing from the gaseous state to the liquid state. The coolant is then caused to flow through the expansion valve 9, where it is further cooled and partially returns to the vapour phase. At this point, the coolant is caused to flow through theevaporator 10, where it absorbs heat from the air that flows through it, which cools down and is blown into the cabin 6 of themotor vehicle 2 by ablower fan 15 associated with theevaporator 10. In this way, the coolant heats up, passing again to the vapour state, and again being supplied to the compressor 7, in this way recommencing the above-described cycle. -
Air heating circuit 5 comprises aheater 16 in the form of a liquid/air heat exchanger, which is arranged inside the cabin 6 of themotor vehicle 2, next to theevaporator 10 of the air cooling circuit 4, and in the example shown is arranged downstream of theevaporator 10 with respect to the direction of the airflow generated by theblower fan 15 associated with theevaporator 10, and is fluidically connected to theinternal combustion engine 3, through a proportional flow rate regulating solenoid valve 17, to receive part of the coolant of theinternal combustion engine 3, the remaining part of which is caused to flow, through a thermostatic valve, in theradiator 13 of themotor vehicle 2. The coolant of theinternal combustion engine 3 is caused to flow in theheater 16 and in theradiator 13 via a pump 19 driven by theinternal combustion engine 3 via a belt (not shown). Finally, theradiator 13 is associated with an electricallyoperable radiator fan 20 to exchange heat between the coolant flowing through theradiator 13 and the external air that impinges on theradiator 13 when themotor vehicle 3 is moving. - The heating circuit further comprises a
bypass branch 21 arranged so as to bypass theheater 16 and the flow rate regulation solenoid valve 17 and along which the coolant of theinternal combustion engine 3 flows when the flow rate regulation solenoid valve 17 is closed. In this way, when the flow rate regulation solenoid valve 17 is opened, the coolant of theinternal combustion engine 3 that consequently starts to flow through theheater 16 is already at a steady temperature, or rather substantially at the same temperature as theinternal combustion engine 3, thereby avoiding undesired temperature fluctuations inside theheater 16 and so reducing the response time of theair conditioning system 1. - Finally, with reference to
Figure 2 ,air conditioning system 1 comprises anelectronic control system 22 comprising: - a
temperature sensor 23 arranged outside of themotor vehicle 2, for example, on one of the two external rear-view mirrors (not shown) of themotor vehicle 2, to output an electrical signal indicative of a measured external air temperature TEXT; - a
temperature sensor 24 arranged downstream of theevaporator 10, with respect to the direction of airflow generated by the associatedblower fan 15, to output an electrical signal indicative of a measured evaporator air temperature TEVAP; - a
temperature sensor 25 arranged inside the cabin 6 of themotor vehicle 2, for example on the internal rear-view mirror (not shown) of themotor vehicle 2 or under the roof (not shown) of themotor vehicle 2, in a position near to the central courtesy light (not shown), to output an electrical signal indicative of a measured cabin air temperature TCAB; - a
temperature sensor 26 arranged inside the cabin 6 of themotor vehicle 2, close to the air outlets (not shown), to output an electrical signal indicative of a measured outlet air temperature TOUT; and - an
electronic control unit 27 configured to receive electrical signals from the temperature sensors 21-24 and an electrical signal indicative of a set cabin air temperature TCSP, which is set by a user via traditional temperature setting means 28 provided in the cabin 6 of themotor vehicle 2, and programmed to control, among other things, operation of theair conditioning system 1, and in particular the compressor 7 of the air cooling circuit 4, the flow rate regulation solenoid valve 17 and theblower fan 15 associated with theevaporator 10 of theair heating circuit 5, based on the input electrical signals as described, in detail herein below with reference toFigures 2 ,3 and4 , which show functional block diagrams of the operations carried out by theelectronic control unit 27. - In particular, the functional block diagrams shown in
Figures 2 ,3 and4 are shown purely by way of non-limitative example, and therefore their functional architecture is only to be considered representative of the implemented operations, which are the only ones that represent the characteristics of the present invention. Any other functionally equivalent architecture to those shown inFigures 2 ,3 and4 is therefore to be considered an alternative embodiment falling within the scope of protection of the present invention. - In particular, as exemplarily shown in
Figure 2 , theelectronic control unit 27 is programmed to implement the following functional blocks: - a
subtractor 29 configured to receive the set cabin air temperature TCSP and the measured cabin air temperature TCAB and output a cabin air temperature error based on the difference between the set and measured cabin air temperatures TCSP and TCAB; - a proportional-integral-derivative regulator (PID) 30 configured to receive the cabin air temperature error from the
subtractor 29 and output a corresponding control signal; - a
decider 31 configured to receive the control signal from thePID regulator 30 and output an electrical command, conveniently pulse width modulated (PWM), for theblower fan 15 associated with theevaporator 10, and a target outlet air temperature TOSP, which are generated in a manner described in greater detail further on; and - an
actuator manager 32 configured to receive the set cabin air temperature TCSP, the target outlet air temperature TOSP, the measured outlet air temperature TOUT, the measured external air temperature TEXT and the measured evaporator air temperature TEVAP, as well as quantities indicative of the operational status of theinternal combustion engine 3 and of theair conditioning system 1, described in greater detail further on, and output an electrical on/off command signal for the compressor 7 of the air cooling circuit 4 and an electrical regulation command for the flow rate regulation solenoid valve 17 of theair heating circuit 5. - With regard to generation of the electrical command for the
blower fan 15 associated with theevaporator 10 and computation of the target outlet air temperature TOSP, they are such as to achieve the target cabin air temperature TCSP using, for example, two types of strategy, the first which regulates the target outlet air temperature TOSP after having maximized utilization of theblower fan 15 associated with theevaporator 10, and the second which regulates utilization of theblower fan 15 associated with theevaporator 10 after having maximized the effect of the regulation of the target outlet air temperature TOSP. In particular, the electrical command for theblower fan 15 associated with theevaporator 10 is conveniently generated based on a stored look-up table (LUT), which is a database structured so as to associate with each control signal from thePID regulator 30, an electrical command for theblower fan 15 associated with theevaporator 10 that causes optimal airflow inside the cabin 6 to facilitate reaching the target cabin air temperature TCSP. - In addition, by way of example, the target outlet air temperature TOSP is conveniently computed based on the external air temperature TEXT, the set cabin air temperature TCSP and a stored look-up table (LUT), which is a database structured so as to associate a component of the target outlet air temperature TOSP with each control signal from the
PID regulator 30, so as to contribute to reaching the target cabin air temperature TCSP. - A functional block diagram of a possible embodiment of the
actuator manager 32 is shown inFigure 3 by way of non-limitative example. - According to what is shown in
Figure 3 , theactuator manager 32 comprises the following functional blocks: - a
subtractor 33 configured to receive the set cabin air temperature TCSP and the measured external air temperature TEXT, and output an air temperature error based on the difference between the set cabin air temperature TCSP and the measured external air temperature TEXT; - a
comparator 34 configured to receive the air temperature error from thesubtractor 33 and compare it with two thresholds, respectively lower TH1 and upper TH2 ones, which define three different air temperature error ranges A1, A2 and A3, respectively lower, intermediate and upper ones, to which three different operating conditions of theair conditioning system 1 correspond, which are described in greater detail further on and where the lower air temperature error range A1 is delimited above by the lower threshold TH1, the intermediate air temperature error range A2 is delimited below by the lower threshold TH1 and above by the upper threshold TH2, and the upper air temperature error range A3 is delimited below by the upper threshold TH2. Thecomparator 34 is further configured to output a selection command indicative of the air temperature error range to which the input air temperature error belongs; - three
controllers air heating circuit 5 and a controller stage dedicated to generating the electrical on/off command signal for the compressor 7 of the air cooling circuit 4, wherein:- the
first controller 35 is configured to receive the target and measured outlet air temperatures TOSP and TOUT, the measured evaporator air temperature TEVAP, as well as quantities indicative of the operational status of theair conditioning system 1, such as pressure and temperature of the coolant circulating in the air cooling circuit 4, upstream from and downstream of the compressor 7, in order to prevent malfunctions in theair conditioning system 1, and output a pair of electrical commands, one for the flow rate regulation solenoid valve 17 and the other for the compressor 7, which are such as to cause theair conditioning system 1 to operate in an operating condition corresponding to the aforesaid lower temperature error range A1, where the electrical regulation command for the flow rate regulation solenoid valve 17 is such as to cause the complete closing of the flow rate regulation solenoid valve 17 and is conveniently generated by implementing a PID regulator, while the electrical on/off command for the compressor 7 is such as to minimize the difference between the target and measured outlet air temperatures TOSP and TOUT; - the
second controller 36 is configured to receive the target and measured outlet air temperatures TOSP and TOUT, the measured evaporator air temperature TEVAP, the aforesaid quantities indicative of the operational status of theair conditioning system 1, as well as quantities indicative of the operational status of theinternal combustion engine 3, such as engine speed, engine coolant temperature and the electrical regulation command for the flow rate regulation solenoid valve 17, which are indicative of the variation in the amount of heat in the coolant that flows through the flow rate regulation solenoid valve 17, and that, consistent with the percentage opening of the flow rate regulation solenoid valve 17, causes a change in the measured outlet air temperature TOUT. The second controller 36 is further configured to output a pair of electrical commands, one for the flow rate regulation solenoid valve 17 and the other for the compressor 7, which are such as to cause the air conditioning system 1 to operate in an operating condition corresponding to the aforesaid intermediate temperature error range A2, where the electrical regulation command for the flow rate regulation solenoid valve 17 is such as to minimize the difference between the target and measured outlet air temperatures TOSP. and TOUT and is conveniently generated by implementing a PID regulator, while the electrical on/off command signal for the compressor 7 is such as to minimize the difference between the measured outlet air temperature TOUT and a corrected target outlet air temperature TCOSP, where the correction of the target outlet air temperature TOSP is generated so as to compensate for the change in the measured outlet air temperature TOUT induced by the change in the internal combustion engine speed, causing a drop in the evaporator air temperature in the case of an increase in the internal combustion engine speed or a rise in the evaporator air temperature in the case of an increase in the internal combustion engine speed, based on a stored look-up table (LUT), which for example is structured so as to associate with each combination of the electrical regulation command for the flow rate regulation solenoid valve 17 and the internal combustion engine speed and coolant temperature, a corresponding correction for the target outlet air temperature TOSP and a corresponding correction application duration, based on which a corresponding electrical on/off command signal is generated for the compressor 7; and - the
third controller 37 is configured to receive the target and measured outlet air temperatures TOSP and TOUT, the measured evaporator air temperature TEVAP, as well as the aforesaid quantities indicative of the operational status of theair conditioning system 1, and output a pair of electrical commands, one for the flow rate regulation solenoid valve 17 and the other for the compressor 7, which are such as to cause theair conditioning system 1 to operate in an operating condition corresponding to the aforesaid upper temperature error range A3, where the electrical regulation command for the flow rate regulation solenoid valve 17 is generated by implementing a PID regulator and is such as to minimize the difference between the target and measured outlet air temperatures TOSP and TOUT, while the electrical on/off command signal for the compressor 7 is such as to dehumidify the air in the cabin 6 of themotor vehicle 2; and
- the
- a
selector 38 configured to receive as the selection command from thecomparator 34 and the three pairs of electrical commands for the compressor 7 and for the flow rate regulation solenoid valve 17 from the threePID controllers air conditioning system 1 to operate in the operating condition corresponding to the temperature error ranges A1, A2 or A3 indicated by the selection command. - In particular, the electrical regulation commands for the flow rate regulation solenoid valve 17 and the electrical on/off commands for the compressor 7 are voltage signals and can be either analogue or digital and, in the latter case, are conveniently pulse width modulated (PWM).
- Furthermore, as described in the above-mentioned patent in the name of the Applicant, the electrical on/off commands for the compressor 7 are generated based on the outcome of a comparison of the measured evaporator air temperature TEVAP with a on/off threshold temperature TT. In particular, each electrical on/off command is such as to cause the switching on of the compressor 7 when the measured evaporator air temperature TEVAP rises above the on/off threshold temperature TT and the switching off when the measured evaporator air temperature TEVAP drops below the on/off threshold temperature TT.
- The on/off threshold temperature TT can be just one for both switching on and switching off the compressor 7, or can be differentiated and separated into an on threshold temperature TTON and an off threshold temperature TTOFF for the compressor 7, depending on whether or not it is intended to provide hysteresis between the switching on and switching off of the compressor 7, and is a function of the set cabin air temperature TCSP according to laws that differ depending on whether the
air conditioning system 1 is manually or automatically controlled. - In particular, in a manually controlled
air conditioning system 1 the on/off threshold temperature TT is increased, conveniently linearly, as the set cabin air temperature TCSP increases within a first range of values corresponding to a cabin air cooling, and then decreased, conveniently linearly, as the set cabin air temperature TCSP increases within a second range of values corresponding to a cabin air heating. - Instead, in an automatically controlled
air conditioning system 1, the on/off threshold temperature TT is varied inversely proportionally with respect to the difference between the measured outlet air temperature TOUT and the set cabin air temperature TCSP, so as to rise as the aforesaid difference drops. In addition, the on/off threshold temperature TT is downwardly floored to a constant lower floor temperature, for example 3°C, so as to prevent the evaporator 10 from freezing, and upwardly floored to an upper floor temperature conveniently computed based on a stored look-up table (LUT), which is a database structured so as to associate with each value of the measured external air temperature TEXT a corresponding upper floor temperature, so as to ensure that the air downstream of theevaporator 10 has a humidity degree lower than a threshold degree. -
Figure 4 shows, by way of non-limitative example, a functional block diagram of a different embodiment of theactuator manager 32. - According to that shown in
Figure 4 , theactuator manager 32 comprises the following functional blocks: - a
first controller 40 dedicated to the generation of the electrical regulation command for the flow rate regulation solenoid valve 17, which controller is configured to receive the target and measured outlet air temperatures TOSP and TOUT, and output an electrical regulation command for the flow rate regulation solenoid valve 17 by conveniently implementing a PID regulator and is such as to cause the flow rate regulation solenoid valve 17 to heat the air downstream of theevaporator 10 to a degree that minimizes the difference between the target and measured outlet air temperatures TOSP and TOUT; - a
first subtractor 41 configured to receive the set cabin air temperature TCSP and the measured external air temperature TEXT, and output an air temperature error based on the difference between the set cabin air temperature TCSP and the measured external air temperature TEXT; - a
second subtractor 42 configured to receive the target and measured outlet air temperatures TOSP and TOUT and output an outlet air temperature error based on the difference between the target and measured outlet air temperatures TOSP and TOUT; - a
comparator 43 configured to receive the air temperature error from thefirst subtractor 41 and compare it with two thresholds, respectively lower TH1 and upper TH2 ones, which define three different air temperature error ranges, respectively lower, intermediate and upper ones, to which three different operating conditions of theair conditioning system 1 correspond, which are described in greater detail further on and where the lower air temperature error range A1 is delimited above by the lower threshold TH1, the intermediate air temperature error range A2 is delimited below by the lower threshold TH1 and above by the upper threshold TH2, and the upper air temperature error range A3 is delimited below by the upper threshold TH2. Thecomparator 43 is further configured to output a selection command indicative of the air temperature error range to which the input air temperature error belongs; - a stored look-up table 44 (LUT), which is configured to receive the outlet air temperature error from the
second subtractor 42, the above-mentioned quantities indicative of the operational status of theinternal combustion engine 3, the electrical regulation command for the flow rate regulation solenoid valve 17 from thefirst controller 40 and the selection command from thecomparator 43, and output a corresponding correction for the target outlet air temperature TOSP and an associated correction application duration; - a
third subtractor 45 configured to receive the target outlet air temperature TOSP and the correction for the target outlet air temperature TOSP, and output a corrected target outlet air temperature TCOSP; and - a
second controller 46 dedicated to the generation of the electrical on/off command signal for the compressor 7, which controller is configured to receive the corrected target outlet air temperature TCOSP and the measured outlet air temperature TOUT, as well as the measured evaporator air temperature TEVAP, the measured external air temperature TEXT and the above-mentioned quantities indicative of the operational status of theair conditioning system 1, and output an electrical on/off command signal for the compressor 7 such as to minimize the difference between the target and measured outlet air temperatures TOSP and TOUT and appropriately compensate for the variation in the measured outlet air temperature TOUT induced by the change in the internal combustion engine speed, for example by causing the measured evaporator air temperature TEVAP either to decrease in the case of an increase in the internal combustion engine speed or to increase in case of a drop in the internal combustion engine speed. -
Figure 5 shows two sets of graphs that represent the time developments of some quantities of theair conditioning system 1, in particular the internal combustion engine speed and coolant temperature TCOOL, the measured evaporator air temperature TEVAP, the measured outlet air temperature TOUT and the electrical regulation command for the flow rate regulation solenoid valve 17, the comparison of which allows the evident benefits that implementation of the present invention renders achievable (graphs on the right) to be appreciated with respect to the case where the present invention is not applied (graphs on the left). - In particular, with reference to the functional block diagrams in
Figures 2 and4 , in the case where the present invention is not applied, subsequent to an increase in the internal combustion engine speed, the internal combustion engine coolant flow and temperature increase and the flow rate regulation solenoid valve 17 is open and this results in the measured outlet air temperature TOUT increasing. Consequent upon this increase, thePID regulator 40 that generates the electrical regulation command for the flow rate regulation solenoid valve 17 causes a new set point to be set, slightly closing the flow rate regulation solenoid valve 17 so as to again minimize the difference between the target and measured outlet air temperatures TOSP and TOUT. The previously described process can also affect the regulation of the compressor 7 when the change in the internal combustion engine speed is such as to cause, in addition to the variation in the measured outlet air temperature TOUT, a variation in the measured cabin air temperature TCAB as well. In this case, thePID regulator 30 and thedecider 31 causes a lower target outlet air temperature TOSP to be computed and, as a consequence, the compressor 7 is controlled to minimize the difference between the target and measured outlet air temperatures TOSP and TOUT. - Instead, in the case where the present invention is applied, subsequent to an increase in the internal combustion engine speed, the internal combustion engine coolant flow and temperature increase, the look-up table 44 outputs a corresponding correction for the target outlet air temperature TOSP and a corresponding correction application duration, so as to cause the evaporator air temperature TEVAP to decrease to a value consistent with the estimate of the variation in outlet air temperature TOUT induced by the change in the internal combustion engine speed, such that the measured outlet air temperature TOUT is not affected by the change in the internal combustion engine speed. When the internal
combustion engine speed 3 stops changing, correction of the target outlet air temperature TOSP tends to die out, returning the correct target outlet air temperature TCOSP to the target outlet air temperature TOSP output by thedecider 31, in a period of time in which the flow rate regulation solenoid valve 17 is able to compensate for the variation in the evaporator air temperature TEVAP such that the measured outlet air temperature TOUT is not altered. - The advantages that can be achieved with the present invention are immediately appreciable from the previous description.
- In particular, by allowing the undesired effects of the internal combustion engine coolant flow rate variations on the cabin air temperature to be mitigated through opportune control over operation of the air cooling circuit's compressor, the present invention enables flow rate regulation solenoid valves with lower performance, in terms of response speed and precision, and consequently less expensive, to be used for the internal combustion engine coolant flow control, thereby resulting in the costs of the air conditioning systems being sufficiently reduced to enable their use even on economy to mid-range motor vehicles.
Claims (9)
- An automotive air conditioning system (1) comprising:• an air cooling circuit (4) including a compressor (7), a condenser (8), an expansion valve (9) and an evaporator (10), fluidically connected to be flowed through, during operation, by a heat transfer fluid, and a blower fan (15) associated with the evaporator (10) and operable to generate an airflow through the evaporator (10);• an air heating circuit (5) including a liquid/air heater (16) configured to be flowed through, during operation, by a heat transfer fluid, and arranged close to the evaporator (10) to be also flowed through by the airflow generated by the blower fan (15) associated with the evaporator (10), and a flow rate regulation solenoid valve (17) arranged to regulate the flow rate of the heat transfer fluid through the heater (16); and• an electronic control unit (27) configured to receive a measured evaporator air temperature (TEVAP) and a set cabin air temperature (TCSP) and to switch an operating condition of the compressor (7) when the measured evaporator air temperature (TEVAP) exhibits a given relation with at least one on/off threshold temperature (TT) computed, in at least certain operating conditions, based on the set cabin air temperature (TCSP);wherein the electronic control unit (27) is further configured to:• receive a measured cabin air temperature (TCAB), a measured external air temperature (TEXT) and a measured outlet air temperature (TOUT);• compute a cabin air temperature error based on the set and measured cabin air temperatures (TCSP, TCAB);• generate a control signal based on the cabin air temperature error by implementing a proportional-integral-derivative regulator;• compute a target outlet air temperature (TOSP) based on the control signal; and• generate an electrical on/off command signal for the compressor (7) of the air cooling circuit (4) and an electrical regulating command for the flow rate regulation solenoid valve (17) of the air heating circuit (5) based on the set cabin air temperature (TCSP), the target and measured outlet air temperatures (TOSP, TOUT), the measured external air temperature (TEXT) and the measured evaporator air temperature (TEVAP).
- The automotive air conditioning system of claim 1, wherein the electronic control unit (27) is further configured to:• compute a first air temperature error based on the set cabin air temperature (TCSP) and the measured external air temperature (TEXT);• compute a second air temperature error based on the target and measured outlet air temperatures (TOSP, TOUT);• compare the first air temperature error with two thresholds, respectively lower (TH1) and upper (TH2) thresholds, which define three different air temperature error ranges to which three different operating conditions of the air conditioning system (1) correspond, and generate, based on the outcome of the comparison, a selection command indicative of the air temperature error range to which the first air temperature error belongs;• compute a correction for the target outlet air temperature (TOSP) based on the second air temperature error, quantities indicative of the operational status of an internal combustion engine (3) of a motor vehicle (2) equipped with the air conditioning system (1), and the selection command;• compute a corrected target outlet air temperature (TCOSP) based on the target outlet air temperature (TOSP) and the correction computed therefor;• generate the electrical on/off command signal for the compressor (7) of the air cooling circuit (5) based on the corrected target outlet air temperature (TCOSP), the measured outlet air temperature (TOUT), the measured evaporator air temperature (TEVAP) and the measured external air temperature (TEXT), so as to minimize the difference between the target and measured outlet air temperatures (TOSP, TOUT).
- The automotive air conditioning system of claim 1 or 2, wherein the electronic control unit (27) is further configured to:• generate the electrical regulating command for the flow rate regulation solenoid valve (17) of the air heating circuit (5) based on the target and measured outlet air temperatures (TOSP, TOUT) and by implementing a proportional-integral-derivative regulator (40) such as to cause the flow rate regulation solenoid valve (17) to heat the air downstream of the evaporator (10) to such an extent that the difference between the target and measured outlet air temperatures (TOSP, TOUT) is minimized.
- The automotive air conditioning system of any one of the preceding claims, wherein the electronic control unit (27) is further configured to:• generate an electrical command for the blower fan (15) associated with the evaporator (10) of the air cooling circuit (4) based on the control signal, so as to cause an airflow to be generated inside a cabin (6) of the motor vehicle (2) such as to allow the set cabin air temperature (TCSP) to be reached.
- The automotive air conditioning system of claim 4, wherein the electronic control unit (27) is further configured to:• generate the electrical command for the blower fan (15) associated with the evaporator (10) according to a strategy that regulates the target outlet air temperature (TOSP) after having maximized utilization of the blower fan (15) associated with the evaporator (10), or that regulates utilization of the blower fan (15) associated with the evaporator (10) after having maximized the effect of the regulation of the target outlet air temperature (TOSP).
- The automotive air conditioning system of any one of the preceding claims, wherein the electronic control unit (27) is further configured to:• in a manually-controlled air conditioning system (1), increase the on/off threshold temperature (TT), conveniently linearly, as the set cabin air temperature (TCSP) increases in a first range of values corresponding to a cabin air cooling, and decrease the on/off threshold temperature (TT), conveniently linearly, as the set cabin air temperature (TCSP) increases in a second range of values corresponding to a cabin air heating; and• in an automatically-controlled air conditioning system (1), vary the on/off threshold temperature (TT) inversely proportionally to the difference between the measured outlet air temperature (TOUT) and the set cabin air temperature (TCSP), so as to increases as the difference decreases.
- The automotive air conditioning system of claim 6, wherein the electronic control unit (25) is further configured to:• downwardly flooring the on/off threshold temperature (TT) to a constant lower floor temperature, so as to prevent the evaporator (10) from freezing; and• upwardly flooring the on/off threshold temperature (TT) to an upper floor temperature computed based on the measured external air temperature (TEXT), so as to cause the air downstream of the evaporator (10) to have humidity degree lower than a threshold degree.
- The automotive air conditioning system of any one of the preceding claims, further comprising an electronic control system (20) comprising:• a temperature sensor (23) to provide an electrical signal indicative of the measured external air temperature (TEXT);• a temperature sensor (24) to provide an electrical signal indicative of the measured evaporator air temperature (TEVAP);• a temperature sensor (25) to provide an electrical signal indicative of the measured cabin air temperature (TCAB);• a temperature sensor (26) to provide an electrical signal indicative of the measured outlet air temperature (TOUT); and• the electronic control unit (27).
- A motor vehicle (2) comprising an air conditioning system (1) according to any one of the preceding claims.
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP11425290.1A EP2602135B1 (en) | 2011-12-05 | 2011-12-05 | Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control |
US14/362,374 US9597944B2 (en) | 2011-12-05 | 2012-12-05 | Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control |
BR112014013467-7A BR112014013467B1 (en) | 2011-12-05 | 2012-12-05 | AUTOMOTIVE AIR CONDITIONING SYSTEM WITH AIR HEATING BASED ON INTERNAL COMBUSTION ENGINE COOLING FLOW CONTROL |
PCT/IB2012/056999 WO2013084168A1 (en) | 2011-12-05 | 2012-12-05 | Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control |
CN201280069051.9A CN104105611B (en) | 2011-12-05 | 2012-12-05 | Adopt the control based on the automotive air-conditioning system of the air reheat of cooling liquid of IC engine flow control |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP11425290.1A EP2602135B1 (en) | 2011-12-05 | 2011-12-05 | Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2602135A1 EP2602135A1 (en) | 2013-06-12 |
EP2602135B1 true EP2602135B1 (en) | 2015-10-21 |
Family
ID=47559599
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP11425290.1A Not-in-force EP2602135B1 (en) | 2011-12-05 | 2011-12-05 | Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control |
Country Status (5)
Country | Link |
---|---|
US (1) | US9597944B2 (en) |
EP (1) | EP2602135B1 (en) |
CN (1) | CN104105611B (en) |
BR (1) | BR112014013467B1 (en) |
WO (1) | WO2013084168A1 (en) |
Families Citing this family (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108697873B (en) * | 2015-09-09 | 2021-02-26 | 费雪派克医疗保健有限公司 | System for heating a breathing circuit in zones |
WO2017056806A1 (en) * | 2015-10-01 | 2017-04-06 | 株式会社デンソー | Vehicular air-conditioning device |
CN105437923B (en) * | 2015-11-26 | 2019-05-28 | 惠州华阳通用电子有限公司 | A kind of vehicle humidity Automatic adjustment method and system |
US10328814B2 (en) * | 2016-04-05 | 2019-06-25 | Ford Global Technologies, Llc | Systems and methods to determine electric vehicle range based on environmental factors |
US11480094B2 (en) * | 2016-07-27 | 2022-10-25 | Monza Tech S.r.l. | Motor cooling system |
FR3077030B1 (en) * | 2018-01-22 | 2021-02-26 | Renault Sas | CONTROL DEVICE OF A COOLING UNIT FOR MOTOR VEHICLE |
EP3623183B1 (en) * | 2018-09-11 | 2020-12-02 | C.R.F. Società Consortile per Azioni | A system for thermal management of the components of a hybrid vehicle |
US10908624B2 (en) * | 2018-11-09 | 2021-02-02 | Hamilton Sunstrand Corporation | Method for managing over-temperature excursions in a failed-fixed control system |
KR102573043B1 (en) * | 2019-06-24 | 2023-08-30 | 엘지전자 주식회사 | Method for predicting air conditioning load based on temperature change in space and air conditioner implementing the same |
CN113028602B (en) * | 2021-03-23 | 2022-06-07 | 江苏碳元舒适加建筑科技有限公司 | Operation control method and system of double-cold-source fresh air dehumidifier |
US20230264819A1 (en) * | 2022-02-24 | 2023-08-24 | Hamilton Sundstrand Corporation | Vehicle cabin air temperature control using a pulse width modulated three-way solenoid valve |
CN114991934B (en) * | 2022-06-10 | 2024-02-06 | 上海源悦汽车电子股份有限公司 | Engine coolant temperature control method, system and readable storage module |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH08494B2 (en) * | 1991-04-26 | 1996-01-10 | 株式会社ゼクセル | Compressor capacity control device for vehicle air conditioner |
US5127576A (en) * | 1991-12-26 | 1992-07-07 | Eaton Corporation | Vehicle passenger compartment temperature control system with P.I.D. control of heater servo-valve |
DE4331142C2 (en) * | 1993-09-14 | 1995-07-06 | Daimler Benz Ag | Method for regulating the temperature of an interior, in particular for a motor vehicle |
DE19602805B4 (en) * | 1995-02-01 | 2004-07-15 | Denso Corp., Kariya | Method for controlling a vehicle air conditioning system |
JP4123659B2 (en) * | 1999-02-04 | 2008-07-23 | 株式会社デンソー | Air conditioner for vehicles |
JP4762229B2 (en) * | 2005-06-08 | 2011-08-31 | 三菱電機株式会社 | Vehicle air conditioner |
ITTO20060203A1 (en) * | 2006-03-17 | 2007-09-18 | Fiat Ricerche | SYSTEM AND METHOD OF CONTROL OF A CLIMATE CONTROL SYSTEM FOR A VEHICLE WITH REDUCED ENERGY CONSUMPTION |
JP2008030706A (en) * | 2006-07-31 | 2008-02-14 | Denso Corp | Vehicular air conditioner and air-conditioning method using the same |
-
2011
- 2011-12-05 EP EP11425290.1A patent/EP2602135B1/en not_active Not-in-force
-
2012
- 2012-12-05 CN CN201280069051.9A patent/CN104105611B/en not_active Expired - Fee Related
- 2012-12-05 BR BR112014013467-7A patent/BR112014013467B1/en not_active IP Right Cessation
- 2012-12-05 US US14/362,374 patent/US9597944B2/en active Active
- 2012-12-05 WO PCT/IB2012/056999 patent/WO2013084168A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
CN104105611B (en) | 2016-02-24 |
US20150027152A1 (en) | 2015-01-29 |
WO2013084168A1 (en) | 2013-06-13 |
CN104105611A (en) | 2014-10-15 |
BR112014013467A2 (en) | 2017-06-13 |
US9597944B2 (en) | 2017-03-21 |
BR112014013467B1 (en) | 2021-04-06 |
BR112014013467A8 (en) | 2017-06-13 |
EP2602135A1 (en) | 2013-06-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2602135B1 (en) | Control of an automotive air conditioning system with air reheating based on internal combustion engine coolant flow control | |
KR101501616B1 (en) | Air-conditioner for vehicle | |
EP2955041B1 (en) | Un-partitioned hvac module control for multi-zone and high performance operation | |
JP6019720B2 (en) | Vehicle air conditioning control device | |
RU2416530C2 (en) | System and method to control automotive air conditioner with reduced consumed power | |
US6715303B2 (en) | Air conditioner for motor vehicles | |
US10286748B2 (en) | Un-partitioned HVAC module control for multi-zone and high performance operation | |
US10744842B2 (en) | Vehicular air conditioning device | |
JP2011068154A (en) | Air conditioner for vehicle | |
JP2014159204A (en) | Air conditioner for vehicle | |
JP6070068B2 (en) | Air conditioning control device for vehicles | |
EP3118034A1 (en) | Method of controlling the discharge of temperature-conditioned air | |
JP2011037428A (en) | Air conditioner for vehicle | |
US20230249515A1 (en) | Heating ventilation and cooling system for a vehicle | |
KR101282338B1 (en) | Method for controlling air conditioner of vehicle | |
JP6090235B2 (en) | Air conditioning control device for vehicles | |
JP4661538B2 (en) | Air conditioner for vehicles | |
JP2011068153A (en) | Air conditioner for vehicle | |
JP3336886B2 (en) | Vehicle air conditioner | |
JP2014054932A (en) | Vehicle air conditioner | |
US9776471B2 (en) | Method of controlling the discharge of temperature-conditioned air | |
JP2002264629A (en) | Electric load controller and air conditioner for vehicle | |
JP6160533B2 (en) | Air conditioning control device for vehicles | |
JP6090218B2 (en) | Air conditioning control device for vehicles | |
JPS58156410A (en) | Air conditioning method for automobile |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
17P | Request for examination filed |
Effective date: 20131121 |
|
RBV | Designated contracting states (corrected) |
Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
17Q | First examination report despatched |
Effective date: 20131217 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
INTG | Intention to grant announced |
Effective date: 20150504 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Ref country code: NL Ref legal event code: MP Effective date: 20151021 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 756364 Country of ref document: AT Kind code of ref document: T Effective date: 20151115 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 602011020770 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 5 |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG4D |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: MK05 Ref document number: 756364 Country of ref document: AT Kind code of ref document: T Effective date: 20151021 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160221 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160121 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20151231 Ref country code: AT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160122 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20160222 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 602011020770 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151205 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: MM4A |
|
26N | No opposition filed |
Effective date: 20160722 |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20160121 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20151231 Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20151205 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20151231 Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20160121 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 6 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO Effective date: 20111205 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 7 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 Ref country code: MK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20151021 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: IT Payment date: 20201215 Year of fee payment: 10 Ref country code: FR Payment date: 20201229 Year of fee payment: 10 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20201229 Year of fee payment: 10 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 602011020770 Country of ref document: DE |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20220701 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20211231 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20211205 |